Turbocharger system

ABSTRACT

A turbocharger system for an engine includes first and second turbochargers, having air intake impellers which rotate in opposite directions. This enables the first and second turbochargers to be mounted on opposite sides of an engine in a symmetrical fashion, resulting in an aesthetically pleasing arrangement as well as air intake and exhaust piping being of the generally same length and configuration to optimize engine performance.

BACKGROUND OF THE INVENTION

The present invention generally relates to turbochargers. Moreparticularly, the present invention relates to a turbocharger systemhaving first and second turbochargers each having an air intake impellerwhich rotate in opposite directions, so that the turbochargers can bearranged in a symmetrical fashion with respect to the engine block, andprovide engine performance benefits.

A turbocharger is an exhaust gas-driven compressor used to increase thepower output of an internal-combustion engine by compressing air that isentering the engine, thus increasing the amount of available oxygen.Turbochargers can offer a considerable increase in engine power withonly a slight increase in weight.

The mechanical concept of a turbocharger revolves around three mainparts. A turbine is driven by the exhaust gas of an internal combustionengine to spin an impeller whose function is to force more air into theengine's intake, or air supply. A central hub rotating assembly includesa rod extending between the turbine and the impeller, and includesbearings, lubrication, cooling, etc. to enable it to rotate at highspeeds. The exhaust turbine is contained within an exhaust portion, orfolded conical housing, on one side of the center hub rotating assembly,while the impeller is contained within its own folded conical housingintake air compressor portion on the opposite side of the center hubrotating assembly. These housings or portions collect and direct the gasflow.

More particularly, as illustrated in FIGS. 1 and 2, the exhaust portionor housing 12 and 22 of each turbocharger 10 and 20 includes an exhaustgas inlet 14 and 24 which is operably connected to exhaust pipes 32 and34 extending from the exhaust outlets of the engine 30. The exhaustgases, under pressure, impinge upon front faces of a plurality of bladesof the turbine, causing it to spin. If the pressure of the exhaust gasesbecomes too great and/or the turbine spins too rapidly, a wastegate 36and 38 is typically provided so as to vent exhaust gas or redirect theexhaust gas such that it is not directed against the turbine.

The spinning of the exhaust turbine by the exhaust gases causes theshaft or rod within the center hub rotating assembly to rotate, thusrotating the impeller 16 and 26. The impeller has a plurality of bladesconfigured such so as to have front faces which draw in air, and pushthe air in a direction so as to compress the air. This compressed air isthen used in the internal combustion engine 30, which increases theefficiency of the engine, enables burning of additional fuel, and thusgenerates more power. Typically, only the downward stroke of a pistoncreates an area of low pressure in order to draw air into the cylinder.However, the turbocharger 10 or 20 increases the pressure at the pointwhere air is entering the cylinder, and the amount of air brought intothe cylinder is increased.

While performing generally adequately, there are disadvantages with thecurrent turbochargers which have been traditionally used. That is,turbochargers have always been created in the past with impellers thatrotate in a clockwise direction. The disadvantages of this arrangementare not readily apparent. However, due to the fact that the air intakeimpellers for both turbochargers 10 and 20 rotate clockwise, the firstand second turbochargers 10 and 20 mounted onto an engine block are notsymmetrical. For example, as illustrated in FIG. 1, a V-block engine 30is shown with prior art turbochargers 10 and 20 installed thereon. Thoseskilled in the art will appreciate that a V-block engine refers to anengine having cylinders and pistons angled with respect to another so asto create a generally V-shape, such as a V-6, V-8, etc. engine block. Onone side of the engine 30 the exhaust pipes 32 extend from the exhaustoutlets of these cylinders and extend to the exhaust intake port 14 ofthe first turbocharger 10. Similarly, exhaust pipes 34 extend fromexhaust outlets of the cylinders on the opposite side of the engine 30to the exhaust intake port 24 of the second turbocharger 20. Also, airintake pipes 40 and 42 are attached to the air intake ports 18 and 28 ofeach of the first and second turbochargers 10 and 20. Due to the factthat the air intake impellers 16 and 26 of each turbocharger rotate in aclockwise direction, the first and second turbochargers 10 and 20 mustbe installed and arranged in an asymmetrical fashion. This isundesirable aesthetically.

Moreover, as shown in FIG. 1, the configuration and the lengths of theexhaust pipes 32 and 34 extending from the engine 30 to the first andsecond turbochargers 10 and 20 are not the same. In the illustratedexample, the exhaust pipe 34 connected to the turbocharger 20 on theright-hand side of the engine 30 has much more dramatic bends than thoseon the left-hand side of the engine 30. Typically, the air intake pipes40 and 42 are also of a different configuration and length, such as theair intake pipe 42 on the right-hand side having bends whereas theintake pipe 40 in the left is generally straight. The difference inlengths and bends in the intake and exhaust piping create a negativeimpact on the engine. In fact, after installing turbochargers on anengine, it is necessary to take these differences into account whentuning the engine so as to obtain optimal engine performance.

Accordingly, there is a continuing need to provide a turbocharger systemin which the first and second turbocharger impellers rotate in oppositedirections, such that the turbochargers can be installed symmetricallyin order to overcome the aforementioned disadvantages. The presentinvention fulfills these needs, and provides other related advantages.

SUMMARY OF THE INVENTION

The present invention resides in a turbocharger system for an engine.The system generally comprises a first turbocharger including an exhaustportion having an exhaust turbine disposed therein and rotatable inresponse to engine exhaust gasses acting thereon. An air compressorportion of the first turbocharger includes an impeller therein operablyconnected to the exhaust turbine so as to rotate in a clockwisedirection as the exhaust turbine rotates. Typically, a rotatable rodextends between the exhaust turbine and the air compressor impeller. Theair compressor impeller of the first turbocharger includes a pluralityof fan blades generally oriented such that front surfaces thereof face afirst direction, that is a clockwise direction, so as to compress intakeair.

A second turbocharger includes a second exhaust portion having anexhaust turbine disposed therein and rotatable in response to engineexhaust gases acting thereon. A second air compressor portion includesan impeller therein operably connected to the exhaust turbine, such asby means of a rotatable rod extending between the exhaust turbine andair compressor impeller, so as to rotate in a counter-clockwisedirection as the second exhaust turbine rotates. The second turbochargerimpeller includes a plurality of fan blades generally oriented such thatfront surfaces thereof face a second direction, that is acounter-clockwise direction, so as to compress intake gas.

The turbocharger system of the present invention is particularly adaptedfor a V-block engine, having a first set of exhaust outlets on a firstside of the engine, and a corresponding number of exhaust outlets on asecond side of the engine. A first set of exhaust pipes comprising aplurality of exhaust pipes extend from the first engine exhaust outletsto the exhaust portion of the first turbocharger. A corresponding secondset of exhaust pipes comprising a plurality of exhaust pipes extend fromthe second engine exhaust outlets to the exhaust portion of the secondturbocharger. As the impellers of the first and second turbochargerrotate in opposite directions (clockwise and counter-clockwise), therespective first and second sets of exhaust pipes are generally equal inlength and configuration. This is due to the fact that the exhaust inletports of the first and second turbocharger are symmetrical wheninstalled on the engine.

The first and second turbochargers also each include an air intake port,the air intake ports of the first and second turbochargers beingsymmetrical when installed on the engine due to the rotation of therespective impellers in opposite directions. Thus, first and second airintake pipes connected to the air inlet port of the respective first andsecond turbochargers are of generally the same length and configuration.

Other features and advantages of the present invention will becomeapparent from the following more detailed description, taken inconjunction with the accompanying drawings, which illustrate, by way ofexample, the principles of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings illustrate the invention. In such drawings:

FIG. 1 is a front perspective view of an engine having first and secondturbochargers mounted thereon, in accordance with the prior art;

FIG. 2 is a front perspective view similar to FIG. 1, but incorporatingthe turbocharger system of the present invention;

FIG. 3 is a partially exploded and cut-away view of a first turbochargerused in accordance with the turbocharger system of the presentinvention;

FIG. 4 is a partially exploded and cut-away perspective view similar toFIG. 3, but illustrating the second turbocharger of the turbochargersystem of the present invention; and

FIG. 5 is a diagrammatic view illustrating an air intake portion of eachof the first and second turbochargers, with the impeller of eachrotating in an opposite direction, in accordance with the presentinvention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

As shown in the accompanying drawings, for purposes of illustration, thepresent invention resides in a turbocharger system for an engine. Asdescribed above, existing turbocharger systems, that is engines havingtwo turbochargers mounted thereon, present several drawbacks. Due to thefact that the turbocharger and air intake compressor impellers rotate inthe same direction, the turbochargers themselves must be mounted to theengine in an asymmetrical fashion, which is aesthetically unpleasing andcreates differences in the lengths and configurations of the air intakeand exhaust piping extending to each turbocharger. As will be more fullydescribed herein, the present invention resides in a turbocharger systemwherein the first and second turbochargers have impellers which rotatein opposite directions, such that the turbochargers can be mounted on anengine, particularly a V-block engine, in a symmetrical fashion,resulting in the intake and exhaust piping being of the same length andconfiguration.

This is illustrated in FIG. 2, wherein the first and secondturbochargers 100 and 200 are operably mounted to a V-block engine 30.The first turbocharger 100 includes an impeller 116 which rotates ineither a clockwise or counter-clockwise direction so as to compress airreceived from air intake piping 40, and deliver it to the engine 30 foruse in the combustion chamber. The second turbocharger 200 includes animpeller 226 which rotates in the opposite direction of the impeller 116of the first turbocharger 100. The impeller 226 achieves the samepurpose of compressing air received from the air intake piping 42 foruse in the internal combustion engine 30. However, due to the fact thatit rotates in an opposite direction, the first and second turbochargers100 and 200 can be mounted to the engine 30 in a symmetrical, ormirror-image, fashion.

For example, referring to FIG. 2, it will be noted that the exhaustinlet port 114 of the first turbocharger 100 and the exhaust inlet port224 of the second turbocharger 200 are a mirror-image of one anothersuch that the first exhaust inlet 114 has a position relative to theengine block 30 and the second exhaust inlet 224 of the secondturbocharger 200 is at approximately the corresponding spot andorientation with respect to the engine block 30, but on the oppositeside of the engine block 30. It will also be noted that the exhaustinlets 114 and 224 are similarly angled towards the engine block 30.That is, for purposes of illustration and example, the first exhaustinlet port 114 is at approximately a thirty degree angle with respect tothe engine 30, whereas the second exhaust intake 224 is at anapproximately one hundred fifty degrees, or thirty degrees towards theengine 30.

Similarly, the air intake ports 118 and 228 of the turbochargers 100 and200 are arranged and oriented in a mirror-image fashion. That is, theyare relatively equally separated from the engine 30, and are angledtowards the engine block 30 in a mirror-image manner. If one were todraw imaginary vertical and horizontal access lines, the air intake port118 of the first turbocharger 100 is positioned at approximately threehundred fifteen degrees, whereas the air intake port 228 of the secondturbocharger 200 is at approximately two hundred twenty-five degrees,both angled approximately forty-five degrees with respect to a centralline of the V-block engine 30. Of course, it will be appreciated bythose skilled in the art that the exact position or relative angle ofthe exhaust ports 114 and 224 and air intake ports 118 and 228 are notcritical and can change depending upon the turbochargers used, theengine upon which it is mounted, etc. However, due to the arrangement ofthe present invention, there will be symmetry between the turbochargers100 and 200 themselves, including the placement and orientation of theexhaust air inlets 114 and 224, and the air intake inlets 118 and 228.

With reference now to FIGS. 3-5, this symmetry is attained due to theturbocharger's internal components rotating in opposite directions withrespect to one another. That is, the internal components of the firstturbocharger 100 will rotate in a first direction such ascounter-clockwise, whereas the internal components of the secondturbocharger 200 will rotate in the opposite direction, such asclockwise. FIGS. 3 and 4 are simplified drawings illustrating thisconcept.

In FIG. 3, the first turbocharger 100 is illustrated as including theexhaust air inlet 114 which provides access of the exhaust gases fromthe exhaust pipes 32, extending between engine exhaust outlets to theexhaust inlet 114 of the turbocharger 100. An exhaust turbine 120 isrotatably disposed within the exhaust turbine housing or portion 122.The exhaust turbine 120 comprises a plurality of fan blades 124 whichare oriented such so as to make contact with the exhaust gases (shown bythe arrows) such that the turbine 120 spins in response to the contactwith these exhaust gases. The exhaust gases are then directed toadditional exhaust piping, catalytic converters, mufflers, etc. In theevent that the exhaust gas pressure becomes excessive, the waste gate 36is used to divert the exhaust gases and reduce pressure. This will, forexample, prevent the exhaust turbine 120 from spinning too rapidly.However, it will be appreciated that turbines often rotate at speeds inthe tens or hundreds of thousands of revolutions per minute.

With continuing reference to FIG. 3, ambient intake air is brought intothe turbocharger 100 by means of an impeller 126 having a plurality offan blades 128, each blade 128 having a front surface 132 which facesthe direction of rotation, so as to bring air (shown by the arrows) intothe air intake portion 130 of the turbocharger 100 and compress the airfor delivery to the air intake piping, which provides the air to theinternal combustion engine for use in burning the fuel, as is well knownwith internal combustion engines.

The exhaust turbine 120 and the impeller 126 are interconnected, such asby shaft 134 such that the rotation of the exhaust turbine 120 resultsin rotation of the impeller 126. It will be appreciated by those skilledin the art that there is usually a center hub rotating assemblysandwiched between the exhaust portion housing 122 and the air intakeportion housing 130 which not only provides means for connecting thefreely rotatable exhaust turbine 120 and air intake impeller 126, butalso includes bearings, and a lubrication and even a cooling system.

With reference now to FIG. 4, a diagrammatic view of the secondturbocharger 200 is provided, similar to that illustrated and describedin FIG. 3. The principle of operation is similar. The exhaust inlet port224 is connected to the exhaust piping 34 extending from the engine 30and provides pressurized exhaust gases (shown by the arrows) into theexhaust portion or housing of the turbocharger 200. An exhaust turbine230 includes a plurality of fan blades 232 upon which the exhaust gasesimpinge, causing the fully rotatable exhaust turbine 230 to rotate. Thisrotates the connecting means or rod 234, causing the impeller 226 torotate, and its individual fan blades 236, and particularly front facesthereof 238 to contact the air and compress it for use in the internalcombustion engine, as described above.

Although the first and second turbochargers 100 and 200 have generallythe same components and the same general operation, they are differentin the sense that the impellers 116 and 226 are configured to rotate inopposite directions. That is, looking at the turbocharger 100 from theimpeller end 116, in the first turbocharger 100, the turbine 120 rotatesin a counter-clockwise direction, causing the impeller 116 to rotate ina counter-clockwise direction. Conversely, when viewing the secondturbocharger 200 from the impeller side 226, the exhaust gases impingeupon and rotate the exhaust turbine 230 in a clockwise direction,resulting in the impeller fan blades 236 also rotating in a clockwisedirection, such that the front faces thereof contact the incomingambient air and compress it before diverting it to the air intake pipes42. Thus, the impellers 116 and 226 (as well as the exhaust turbines 120and 230) rotate in opposite directions for each turbocharger 100 and200. This, of course, requires that the fan blades 124 of the exhaustturbine 120 be oriented and configured so as to have front faces facinga first direction, whereas the front faces of the fan blades 232 of theexhaust turbine 230 of the second turbocharger 200 are configured toface a generally opposite direction, such that each rotate in generallyopposite directions. Similarly, the front faces 132 and 238 of the firstand second impellers 116 and 226 face opposite directions and therespective fan blades 128 and 236 are configured and oriented generallyopposite one another so as to effectively capture and compress the airas they rotate in generally opposite directions.

This is illustrated in FIG. 5, where the impellers 116 and 226 generallydraw air therein, but the fan blades 128 and 236 are configureddifferently such that front faces thereof 132 and 238 are curved andscoop or push air in the generally opposite directions in which theimpeller assemblies 116 and 226 rotate.

With reference again to FIG. 2, as described above, this arrangementprovides symmetry between the first and second turbochargers 100 and 200when they are mounted onto an engine, such as the illustrated V-blockengine. It will be noted that not only are the turbochargers themselvessymmetrical or have a mirror-image, but this results in symmetry betweenother components of the engine as well. For example, the waste gates 36and 38 are now generally symmetrical, or have a mirror-image withrespect to one another, whereas they otherwise would not be. Similarly,the exhaust piping 32 extending between the engine exhaust outlets andthe exhaust intake port 114 of the first turbocharger 100 and theexhaust piping 34 extending between the exhaust outlets on the generallyopposite side of the engine 30 to the exhaust inlet 224 of the secondturbocharger 200 are generally the same length and configuration. Thatis, they have approximately the same bends as one another and thus thesame length. Similarly, the air intake piping 40 and 42 can have thesame configuration (bends) and length. Those skilled in the art willappreciate that the intake piping running with the same lengths andbends balances the intake charge. Moreover, the left and right exhaustpiping 32 and 34 being of the same length provides an equal balance to aV-type engine. This makes each cylinder run more uniformly, thus theengine or motor 30 will run smoother, rev quicker, and have greaterpower and reliability potential. Moreover, differences in the lengthsand configuration of the intake and exhaust piping will not need to betaken into account when tuning up the engine for optimal performance, asthese pipes will be of the same length and configuration. Thus, one bankof cylinders will not need to be adjusted in relation to the other bankof cylinders due to any differences in intake or exhaust piping lengthand configurations, as is currently the case.

Although several embodiments have been described in some detail forpurposes of illustration, various modifications may be made withoutdeparting from the scope and spirit of the invention. Accordingly, theinvention is not to be limited, except as by the appended claims.

1. A turbocharger system for an engine, comprising: a first turbochargerincluding an exhaust portion having an exhaust turbine disposed thereinand rotatable in response to engine exhaust gases acting thereon, and anair compressor portion having an impeller therein operably connected tothe exhaust turbine so as to rotate in a clockwise direction as theexhaust turbine rotates; and a second turbocharger including a secondexhaust portion having an exhaust turbine disposed therein and rotatablein response to engine exhaust gases acting thereon, and a second aircompressor portion having an impeller therein operably connected to theexhaust turbine so as to rotate in a counter-clockwise direction as thesecond exhaust turbine rotates.
 2. The turbocharger system of claim 1,including a rotatable rod extending between the exhaust turbine and theair compressor impeller of each of the first and second turbochargers.3. The turbocharger system of claim 1, wherein the air compressorimpeller of the first turbocharger includes a plurality of fan bladesgenerally oriented so that front surfaces thereof face a firstdirection, and wherein the air compressor impeller of the secondturbocharger includes a plurality of fan blades generally oriented sothat front surfaces thereof face a generally opposite second direction.4. The turbocharger system of claim 1, wherein the engine comprises aV-block engine.
 5. The turbocharger system of claim 4, wherein theV-block engine includes a first set of exhaust outlets on a first sideof the engine, and a corresponding number of exhaust outlets on a secondside of the engine, and wherein a first set of exhaust pipes comprisinga plurality of exhaust pipes extend from the first engine exhaustoutlets to the exhaust portion of the first turbocharger, and acorresponding second set of exhaust pipes comprising a plurality ofexhaust pipes extend from the second engine exhaust outlets to theexhaust portion of the second turbocharger, the respective first andsecond sets of exhaust pipes being generally equal in length andconfiguration.
 6. The turbocharger system of claim 4, wherein the firstturbocharger includes an exhaust inlet port, and wherein the secondturbocharger includes an exhaust inlet port, the exhaust inlet ports ofthe first and second turbochargers being symmetrical when installed onthe V-block engine.
 7. The turbocharger system of claim 4, wherein thefirst turbocharger includes an air intake port, and wherein the secondturbocharger includes an air intake port, the air intake ports of thefirst and second turbochargers being symmetrical when installed on theV-block engine.
 8. The turbocharger system of claim 4, including a firstair intake pipe operably connected to an air intake port of the firstturbocharger, and a second intake pipe operably connected to an airintake port of the second turbocharger, wherein the first and second airintake pipes are of generally the same length and configuration.
 9. Aturbocharger system for an engine, comprising: a first turbochargerincluding an exhaust portion having an exhaust turbine disposed thereinand rotatable in response to engine exhaust gases acting thereon, and anair compressor portion having an impeller therein operably connected tothe exhaust turbine by a rotatable rod, the impeller having a pluralityof blades generally oriented so that front surfaces thereof face a firstrotating direction; and a second turbocharger including a second exhaustportion having an exhaust turbine disposed therein and rotatable inresponse to engine exhaust gases acting thereon, and a second aircompressor portion having an impeller therein operably connected to theexhaust turbine by a rotatable rod, the impeller having a plurality ofblades generally oriented so that front surfaces thereof face a secondrotating direction generally opposite the impeller of the firstturbocharger.
 10. The turbocharger system of claim 9, wherein the enginecomprises a V-block engine.
 11. The turbocharger system of claim 10,wherein the V-block engine includes a first set of exhaust outlets on afirst side of the engine, and a corresponding number of exhaust outletson a second side of the engine, and wherein a first set of exhaust pipescomprising a plurality of exhaust pipes extend from the first engineexhaust outlets to the exhaust portion of the first turbocharger, and acorresponding second set of exhaust pipes comprising a plurality ofexhaust pipes extend from the second engine exhaust outlets to theexhaust portion of the second turbocharger, the respective first andsecond sets of exhaust pipes being generally equal in length andconfiguration.
 12. The turbocharger system of claim 10, wherein thefirst turbocharger includes an exhaust inlet port, and wherein thesecond turbocharger includes an exhaust inlet port, the exhaust inletports of the first and second turbochargers being symmetrical wheninstalled on the V-block engine.
 13. The turbocharger system of claim10, wherein the first turbocharger includes an air intake port, andwherein the second turbocharger includes an air intake port, the airintake ports of the first and second turbochargers being symmetricalwhen installed on the V-block engine.
 14. The turbocharger system ofclaim 10, including a first air intake pipe operably connected to an airintake port of the first turbocharger, and a second intake pipe operablyconnected to an air intake port of the second turbocharger, wherein thefirst and second air intake pipes are of generally the same length andconfiguration.
 15. A turbocharger system, comprising: a V-block internalcombustion engine having a first set of exhaust outlets on a first sideof the engine, and a corresponding number of exhaust outlets on a secondside of the engine; a first turbocharger operably connected to the firstset of engine exhaust outlets, the turbocharger including an exhaustportion having an exhaust turbine disposed therein and rotatable inresponse to engine exhaust gases acting thereon, and an air compressorportion having an impeller therein operably connected to the exhaustturbine, the impeller having a plurality of blades generally oriented sothat front surfaces thereof face clockwise; and a second turbochargeroperably connected to the second set of engine exhaust outlets, theturbocharger including a second exhaust portion having an exhaustturbine disposed therein and rotatable in response to engine exhaustgases acting thereon, and a second air compressor portion having animpeller therein operably connected to the exhaust turbine, the impellerhaving a plurality of blades generally oriented so that front surfacesthereof face counter-clockwise.
 16. The turbocharger system of claim 15,wherein a first set of exhaust pipes comprising a plurality of exhaustpipes extend from the first engine exhaust outlets to the exhaustportion of the first turbocharger, and a corresponding second set ofexhaust pipes comprising a plurality of exhaust pipes extend from thesecond engine exhaust outlets to the exhaust portion of the secondturbocharger, the respective first and second sets of exhaust pipesbeing generally equal in length and configuration.
 17. The turbochargersystem of claim 15, wherein the first turbocharger includes an exhaustinlet port, and wherein the second turbocharger includes an exhaustinlet port, the exhaust inlet ports of the first and secondturbochargers being symmetrical when installed on the V-block engine.18. The turbocharger system of claim 15, wherein the first turbochargerincludes an air intake port, and wherein the second turbochargerincludes an air intake port, the air intake ports of the first andsecond turbochargers being symmetrical when installed on the V-blockengine.
 19. The turbocharger system of claim 15, including a first airintake pipe operably connected to an air intake port of the firstturbocharger, and a second intake pipe operably connected to an airintake port of the second turbocharger, wherein the first and second airintake pipes are of generally the same length and configuration.